Renault management preview the 2016 Chinese Grand Prix, Round 3 of the 2016 Formula 1 world championship.
Cyril Abiteboul: "In the first two races we were the first car to finish outside the points. This gives us a clear illustration of our target – to finish in the points – and know what we need to do to achieve this. China is an exciting market for us and one were Groupe Renault has big plans in progress. For Renault Sport we have exciting announcements to make. We have a new partner, a new partner initiative and also a credible and sustainable project which we hope will deliver some very exciting results over a long time frame. The first two races have given us a guide to where we sit relative to our immediate opposition. We have all the reasons in the world to push in 2016; although this is a long term plan we are by no means ignoring our first season."
Q&A with Fred Vasseur
Two races into the season, what are your observations of watching the team in action?
FV: Honestly, I can say I am impressed. The push and drive from the team is strong. That is not to say there are not improvements to be made. As everyone is learning, I am a stern taskmaster and there are many elements and details we’ll address. The key to success in motor racing is not just one aspect, it’s focusing on every detail. By making many small improvements we will work forwards.
FV: Honestly, I can say I am impressed. The push and drive from the team is strong. That is not to say there are not improvements to be made. As everyone is learning, I am a stern taskmaster and there are many elements and details we’ll address. The key to success in motor racing is not just one aspect, it’s focusing on every detail. By making many small improvements we will work forwards.
Where do you rate the performance on track?
FV: We are generally where we expected to be, but equally some way short of where we all want to be. We know it’s a long term project, but that doesn’t mean we will sit back. I want everyone fighting as hard for the position in front whether it’s P10 or P1. That’s how we’ll regain the success we want. In terms of race pace there are positive signs; we’re not so far from Williams and we’re not so far from finishing with points.
FV: We are generally where we expected to be, but equally some way short of where we all want to be. We know it’s a long term project, but that doesn’t mean we will sit back. I want everyone fighting as hard for the position in front whether it’s P10 or P1. That’s how we’ll regain the success we want. In terms of race pace there are positive signs; we’re not so far from Williams and we’re not so far from finishing with points.
This is a long term project; how much is the focus on this season and how much on the future?
Either way, the focus is on being successful and delivering our maximum. We know that it’s unlikely that we will be on the podium or win races in 2016, but that is certainly our longer term aim. That doesn’t mean we are sitting back. We are determined to get the very best results at every race. We are racers, we will push.
Either way, the focus is on being successful and delivering our maximum. We know that it’s unlikely that we will be on the podium or win races in 2016, but that is certainly our longer term aim. That doesn’t mean we are sitting back. We are determined to get the very best results at every race. We are racers, we will push.
What did you think of the driver performance in Bahrain?
FV: Kevin’s race was similar to the one he had in Melbourne. He started from right at the back and pushed all the way. He showed strong racecraft and delivered a consistent mistake-free race. We know he is well aware of the weighbridge rules for the future so we’re confident we won’t get the same penalty again. Jolyon on the other hand was not able to demonstrate his performance and that’s because of a component on the car failing. Clearly no-one wanted this to happen and it’s something we are addressing. We’re all very sorry there was just one car in action for the race.
FV: Kevin’s race was similar to the one he had in Melbourne. He started from right at the back and pushed all the way. He showed strong racecraft and delivered a consistent mistake-free race. We know he is well aware of the weighbridge rules for the future so we’re confident we won’t get the same penalty again. Jolyon on the other hand was not able to demonstrate his performance and that’s because of a component on the car failing. Clearly no-one wanted this to happen and it’s something we are addressing. We’re all very sorry there was just one car in action for the race.
What are the next targets?
FV: We have finished both races so far as the first car outside of the points so inside the points is where we need to be. For this we don’t only need to add performance to the car, we need to ensure our weekends are mistake-free in every aspect.
FV: We have finished both races so far as the first car outside of the points so inside the points is where we need to be. For this we don’t only need to add performance to the car, we need to ensure our weekends are mistake-free in every aspect.
Q&A with Nick Chester
What’s the challenge of the Shanghai International Circuit?
NC: China is an interesting circuit in terms of layout. The sensitivity is akin to the first two races, in that they’re all heavy power tracks so the relationship between drag, aero and power are similar but they each have unique aspects. The high speed first corner leading into tighter turn two and three is challenging for drivers with a variety of possible driving lines.
NC: China is an interesting circuit in terms of layout. The sensitivity is akin to the first two races, in that they’re all heavy power tracks so the relationship between drag, aero and power are similar but they each have unique aspects. The high speed first corner leading into tighter turn two and three is challenging for drivers with a variety of possible driving lines.
What went wrong for Jolyon in Bahrain?
NC: It was a hydraulic pump that failed which is an extremely rare occurrence. The pump was just over a tenth of the way through its normal working life; usually if a component fails it’s very early in its life or near the end. We’re working with our supplier to ascertain the cause and have quarantined the batch of components until we can understand the issue. It was a great shame for Jolyon to have missed the race like that.
NC: It was a hydraulic pump that failed which is an extremely rare occurrence. The pump was just over a tenth of the way through its normal working life; usually if a component fails it’s very early in its life or near the end. We’re working with our supplier to ascertain the cause and have quarantined the batch of components until we can understand the issue. It was a great shame for Jolyon to have missed the race like that.
What’s the feedback from Kevin’s race?
NC: It was good race from Kevin to finish just shy of the points from a pit-lane start to eleventh. He didn’t put a foot wrong and the three-stop strategy worked well. The R.S.16 performed well on the super softs in the race. Were it not for the penalty, Kevin should have started from a reasonable position on the grid and that could well have led to points.
NC: It was good race from Kevin to finish just shy of the points from a pit-lane start to eleventh. He didn’t put a foot wrong and the three-stop strategy worked well. The R.S.16 performed well on the super softs in the race. Were it not for the penalty, Kevin should have started from a reasonable position on the grid and that could well have led to points.
Where’s the performance of the R.S.16 relative to the opposition?
NC: On race pace there’s a very close group in the midfield; we saw this in Australia and we saw this in Bahrain. It means we need to maximise every opportunity we have and every performance increase we can find could mean the difference between finishing just shy of the points or scoring. Our qualifying pace has been behind our race pace in relative terms, so this is an area of focus, but one which goes hand-in-hand with the target of overall performance gains.
NC: On race pace there’s a very close group in the midfield; we saw this in Australia and we saw this in Bahrain. It means we need to maximise every opportunity we have and every performance increase we can find could mean the difference between finishing just shy of the points or scoring. Our qualifying pace has been behind our race pace in relative terms, so this is an area of focus, but one which goes hand-in-hand with the target of overall performance gains.
How much has been learnt with the new tyres and tyre rules?
Anything in the treat cupboard for round three?
NC: We do have some small aero parts to try, however we will have more further down the line with more aero and engine updates which should mean a tangible step forward. There’s a tight spread of cars ahead of us so we don’t need a lot to make a decent improvement.
NC: We do have some small aero parts to try, however we will have more further down the line with more aero and engine updates which should mean a tangible step forward. There’s a tight spread of cars ahead of us so we don’t need a lot to make a decent improvement.
Circuit data, Shanghai
Alan Permane, Trackside Operations Director: "For China most teams have opted for a mix of the three compounds available – Medium, Soft and Supersoft. Laptime and degradation evaluation will be carried out during the second practice session to determine the best race strategy – a two stop using medium and soft or perhaps a more aggressive three stop with soft and supersoft."
Pirelli tyre selection
- Medium: The Egg Fried Rice of the Pirelli tyre selection. A solid ingredient to any race weekend but certainly not the most punchy of tyres.
- Soft: The Crispy Aromatic Duck of the round rubber rings. Delivers good things but doesn’t always last as long as you’d want.
- Supersoft: The Sweet and Sour of the tyre allocation. Sweet when it delivers its peak performance. Sour when its shorter performance life ends.
Circuit notes
Turn 1
The first corner complex sees the track tighten back on itself, with the driver braking and shifting down through the gears. The driver will be on the brakes for some 3secs in this complex, but the track can be bumpy and unsettle the car especially in the entry phase. Turn 1 leads straight into turn 2 and can be viewed as a single, increasing radius corner which places a lot of load on the front tyres. Good tyre management here helps with tyre durability.
The first corner complex sees the track tighten back on itself, with the driver braking and shifting down through the gears. The driver will be on the brakes for some 3secs in this complex, but the track can be bumpy and unsettle the car especially in the entry phase. Turn 1 leads straight into turn 2 and can be viewed as a single, increasing radius corner which places a lot of load on the front tyres. Good tyre management here helps with tyre durability.
Turn 7
A high speed spoon curve taken in seventh or eighth gear. The g-forces here are around 4g as the driver accelerates while turning. Good high speed change of direction required from the car.
A high speed spoon curve taken in seventh or eighth gear. The g-forces here are around 4g as the driver accelerates while turning. Good high speed change of direction required from the car.
Turn 9
Braking into turn 9 is tricky – transition from high speed corners into heavy braking. Exit is important as it sets the car up for turn ten on to the following straight.
Braking into turn 9 is tricky – transition from high speed corners into heavy braking. Exit is important as it sets the car up for turn ten on to the following straight.
Turn 11
The Turn 11 to 13 complex is a mirror image of the first corner and the driver will again be on the brakes for another 2secs, giving another significant opportunity to recharge the battery.
The Turn 11 to 13 complex is a mirror image of the first corner and the driver will again be on the brakes for another 2secs, giving another significant opportunity to recharge the battery.
Turn 13
The exit from Turn 13 is critical as the 1.3km back straight sees the ICE at maximum revs and wide open throttle for around 20secs, or approximately 20% of the lap. Getting a good exit is not easy though as the corner is banked.
The exit from Turn 13 is critical as the 1.3km back straight sees the ICE at maximum revs and wide open throttle for around 20secs, or approximately 20% of the lap. Getting a good exit is not easy though as the corner is banked.
Turn 14
The hairpin at the end of the straight requires the drivers to brake from over 320kph to just 60kph. The energy going through the brakes at this point will be massive – an average of 700kW over the 3secs braking distance. Although this is one of a few heavy braking areas around the track, these are well spread over a lap so the brakes have sufficient time to cool – it’s not a harsh track on braking.
The hairpin at the end of the straight requires the drivers to brake from over 320kph to just 60kph. The energy going through the brakes at this point will be massive – an average of 700kW over the 3secs braking distance. Although this is one of a few heavy braking areas around the track, these are well spread over a lap so the brakes have sufficient time to cool – it’s not a harsh track on braking.
Power Unit notes
- The two long straights and bursts between corners bring the total percentage of wide open throttle time to over 40% of one lap.
- Shanghai is unusual as there is a very long straight, but a relatively low percentage of the lap is spent at full throttle. This dichotomy is quite unusual as most circuits are one or the other: either a ‘power track’ such as Monza or Montreal, or ‘driveability track’ such as Hungary or Monaco.
- The average speed over a lap will be 200kph, putting Shanghai in the middle of the table for lap speeds.
- Race fuel saving will be low, one of the easiest tracks of the year in this respect.
- Shanghai is one of the most efficient circuits and close to the maximum amount of energy will be stored in the battery per lap. This will allow us to optimize the amount of energy transferred directly from the H to the K or to the battery.
- The circuit is situated in an industrial zone next to several factories, some of which produce concrete, which leads to a high concentration of dust particles in the air. Air filters and the turbo will be checked after each practice session to prevent blockages and, therefore, a relative loss of power.
Technical notes
- Circuit length: 5.451km
- Race distance: 305.066km
- Race start time: 14:00
- Full throttle time per lap : 46s in Q and 43s in the race
- Fuel consumption: 1.78 kg/lap with no lift-off required
- Energy recovery : Recovered by the MGUK in brake phase is 1.4MJ with possibility of recovering the maximum FIA allowed 2MJ with overload (using the ICE to charge the battery via the K in part throttle)
- Longest time spent at full throttle: 20s on the back straight
- Percentage of lap spent braking: 23%
- Pitlane length: 350m
- Brakewear: Low
- Difficulty for PU : Medium
- Aero level: Medium
Shanghai Notes
We know Shanghai is large, but it is actually the biggest city in the world by population. It is also the largest container port. More than 24 million people live in the city.
Noel Coward wrote a play in Shanghai. Private Lives was written in the Cathay Hotel (now Peace Hotel) in 1930.
Since 1921, Shanghai has lost over 180cm in height due to growing skyscrapers and an ever-increasing population. Ironic considering Shanghai means ‘on top of the sea.’
Shanghai cooking is sweeter than other areas in China and they consume more sugar than any other part of China.
The Shanghai Maglev train has a top operational commercial speed of 431 km/h (268 mph), but it has been known to reach 501 km/h (311 mph). A current generation Formula 1 car in its lowest drag configuration with a long straight could probably hit 360 km/h (223mph), but it would obliterate the train though the corners.
Back in the 1930s, when the Foreign YMCA on Nanjing Lu was a popular leisure destination, men and women swam on alternate days, because the men insisted on swimming naked.
Hundreds of Shanghainese parents assemble in People’s Park every weekend for the Shanghai marriage market with the resumes of their unwed children to negotiate potential hook-ups.
Memory Lane
The 2005 Chinese Grand Prix, the race of that season, was won by the newly-crowned World Champion, Fernando Alonso, driving for Renault. His win meant Renault won the Constructors' Championship. It was the final race to be won by a car with a six-speed gearbox.
What we’ve been up to…
Jolyon has been spending time back in the UK after his two weeks in Australia integrating with the surfer community followed by his rather short Bahrain Grand Prix. He’s been at Enstone in the simulator and training hard.
Kevin’s been focused on his training back in Denmark since Bahrain as well as playing the traffic light recognition game.
Esteban left Bahrain before the Grand Prix to be in action in the DTM test in Hockenheim. Esteban drove on the first and second days of the test, Tuesday and Wednesday, in sometimes damp conditions ahead of the season start at the same venue on the weekend of May 6-8.
What we will get up to this week
Wednesday in Shanghai sees the Shanghai Renault Sport Night taking place at Bar Rouge on The Bund where drivers and management will announce an exciting new initiative for motorsport in Asia as well as the plans from high profile partners.
Jolyon will be looking forward to sweet and sour chicken with egg-fried rice whilst Kevin prefers to visit his favourite Japanese restaurant in Shanghai.
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